EP1404536A1 - Rear axle of a passenger vehicle with five individual links - Google Patents

Rear axle of a passenger vehicle with five individual links

Info

Publication number
EP1404536A1
EP1404536A1 EP02745353A EP02745353A EP1404536A1 EP 1404536 A1 EP1404536 A1 EP 1404536A1 EP 02745353 A EP02745353 A EP 02745353A EP 02745353 A EP02745353 A EP 02745353A EP 1404536 A1 EP1404536 A1 EP 1404536A1
Authority
EP
European Patent Office
Prior art keywords
links
rear axle
wheel
vehicle
travel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02745353A
Other languages
German (de)
French (fr)
Other versions
EP1404536B1 (en
Inventor
Ralph Eppelein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1404536A1 publication Critical patent/EP1404536A1/en
Application granted granted Critical
Publication of EP1404536B1 publication Critical patent/EP1404536B1/en
Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B60G2200/184—Assymetric arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/12—Wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/124—Mounting of coil springs
    • B60G2204/1244—Mounting of coil springs on a suspension arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B60G2204/4102—Elastic mounts, e.g. bushings having a pin or stud extending perpendicularly to the axis of the elastic mount
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/011—Modular constructions
    • B60G2206/0114—Independent suspensions on subframes

Definitions

  • the invention relates to a rear axle of a vehicle, in particular a passenger car, the wheel carrier of which is guided by five individual links, two of which are articulated above the wheel center and at least two essentially below the wheel center, and the so-called tie rod viewed in the direction of travel behind the wheel center is articulated above or below it.
  • a rear axle of a vehicle in particular a passenger car
  • the wheel carrier of which is guided by five individual links, two of which are articulated above the wheel center and at least two essentially below the wheel center, and the so-called tie rod viewed in the direction of travel behind the wheel center is articulated above or below it.
  • the so-called five-link axles are characterized in principle by optimal design freedom, particularly with regard to the kinematic conditions, with particular attention to the elastokinematics.
  • installation space management i.e. how the available space is used in the best possible way, taking into account all possible relative movements between the individual components, without having to put up with undesirable driving behavior reactions as a result of these handlebar movements.
  • a stiffer handlebar can then advantageously be mounted using simple, reliable rubber bearings and does not require any complex, for example, ball-head mounting.
  • the upper wishbones arranged according to the invention can thus be designed to be absolutely straight, while also achieving kinematic advantages.
  • the tie rod runs in a plane parallel to the carriageway opposite the transverse direction of the vehicle, i.e. If there is a sweeping angle of the tie rod in a top view of the rear axle, a geometrical position of the effective expansion axle is made possible, which applies both in the drive case when the forces between the wheel and the road act on the wheel center, and in the braking case when these forces in the Wheel contact point act, causes an elastokinematic toe-in change, which has a neutral or stabilizing effect on the entire vehicle.
  • the spreading axis of the wheel suspension runs either almost through the center of the wheel or almost through the center of the wheel contact patch, i.e. is very close to one of these mentioned centers or even penetrates one of these mentioned centers.
  • the so-called arrow angle of the tie rod can be in the order of 3 ° to 25 °.
  • Claim 5 specifies an advantageous design of the tie rod with regard to manufacture and assembly.
  • handlebars are articulated at the ends in a so-called two-section manner, i.e.
  • a fastening strap or the like which is provided on the wheel carrier or on the vehicle body or a so-called subframe or axle carrier, rests on the two opposite sides of the handlebar eye or the like.
  • a so-called single-section linkage is also possible on the subframe or axle support (also due to the tolerance insensitivity mentioned above), which advantageously enables a short overall length of this subframe or axle support.
  • This one-section connection or screw connection on the subframe is preferably designed in such a way that there is a structurally stiffening connection (for example in the form of a welded-on spacer) between adjacent walls of a carrier part of the subframe, through which a bolt or screw element of the single-section connection is passed , In this way, the entire bending stiffness of the cross-section of the support part or subframe available at this point can be used for the one-piece link connection.
  • a structurally stiffening connection for example in the form of a welded-on spacer
  • Reference number 1 denotes a so-called rear axle support or subframe, which is connected to the vehicle body (not shown) essentially via four fastening points.
  • Two wheel carriers 2 provided on both sides of the rear axle carrier 1 are articulated on the rear axle carrier 1 by means of five links 11, 12, 13, 14, 15.
  • a spring element 6 and a damper 5 arranged next to each one can be seen on both sides, via which the vehicle body (not shown) essentially in the vertical direction on the rear axle, more precisely on one of the lower transverse links, namely the so-called Spring-damper link 11 is supported.
  • the vehicle transverse direction is represented by the arrow Q
  • the vehicle longitudinal direction is equal to the vehicle travel direction, which is represented by the arrow FR.
  • a further link 12 is articulated below the wheel center M (or the horizontally running wheel center line M) on the wheel carrier 2, which is referred to as a trailing arm 12, although this longitudinal Handlebar 12 also in vehicle Cross direction Q extends.
  • a third link 13 is also articulated here below the wheel center M on the wheel carrier 2, namely the so-called tie rod 13. (Alternatively, this tie rod 13 can also be located at the height of the wheel center M or above it).
  • two links 14, 15 connected to the wheel carrier 2 above the wheel center M are also provided. These two links run in the direction of travel FR viewed in front of the spring element 6 and the damper 5, with the advantages mentioned above.
  • the articulation points 14a, 15a of these upper crossbars 14, 15 lie one above the other in the vertical direction V (see view from the rear, FIG. 3), and the same also applies to their articulation points on the rear axle support 1, which are not identified separately, after the two upper transverse Handlebars 14, 15 in the vertical plane (corresponding to the drawing plane of FIG. 3), viewed essentially parallel to one another. However, since they are not parallel to each other when viewed in the horizontal plane (see FIG. 2), these two upper links 14, 15 do not describe a common plane.
  • the tie rod 13 as shown to achieve the advantages described above (and in particular at an arrow angle ⁇ of the order of magnitude) 10 °) is arranged, as described in detail above.
  • the tie rod 13 is articulated in one piece on both the wheel carrier 2 and the rear axle carrier 1, specifically on a cross member 1a thereof, as best seen in FIGS. 2, 3.
  • a bolt 8 which penetrates a rubber bearing provided in the tie rod eye and the rear wall and front wall of the cross member 1a, which is designed, for example, as a hollow profile or U profile, with a (figuratively) between the cross member front wall and rear wall (not shown) spacer can be welded, along the axis of which the bolt 8 runs, and which advantageously stiffens this one-cut linkage.
  • the rear axle described is characterized by an extremely compact structure with the advantages described above, although it should also be pointed out that a large number of details, in particular of a constructive nature, can deviate from the exemplary embodiment shown without departing from the content of the claims.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention relates to a rear axle of a vehicle, in particular a passenger vehicle, the wheel suspension of which is controlled by five individual links (11, 12, 13, 14, 15), of which at least two (14, 15) are connected above the wheel midpoint (M) and at least two (11, 12) are connected essentially below the wheel midpoint (M) and the so-called tie-rod (13) is connected behind the wheel midpoint, viewed in the direction of travel as the fifth link. According to the invention, a compact construction, amongst other things may be achieved, whereby the both upper transverse links are arranged before a spring element (6) and/or damper element (7), viewed in the direction of travel, which is placed between the vehicle chassis and one of the lower links (11, 12). According to the invention, the elastokinematic behaviour may be improved, whereby the tie-rod is fitted at a so-called angle of attack in the range of 5 to 25. The wheel-side fixing points of the both upper links and/or the lower links are preferably vertically offset from each other and neither the both upper links nor the lower transverse links and the (lower) longitudinal link describe a common plane. Finally, all the links are connected to a rear axle support which forms a support frame.

Description

Hinterachse eines Personenkraftwagens mit fünf einzelnen LenkernRear axle of a passenger car with five individual handlebars
Die Erfindung betrifft eine Hinterachse eines Fahrzeugs, insbesondere eines Personenkraftwagens, deren Radträger durch fünf einzelne Lenker geführt ist, von denen zwei oberhalb des Radmittelpunktes und zumindest zwei im wesentlichen unterhalb des Radmittelpunktes angelenkt sind, und wobei die sog. Spurstange in Fahrtrichtung betrachtet hinter dem Radmittelpunkt oberhalb oder unterhalb desselben angelenkt ist. Zum technischen Umfeld wird beispielshalber auf die DE 44 08 571 A1 verwiesen.The invention relates to a rear axle of a vehicle, in particular a passenger car, the wheel carrier of which is guided by five individual links, two of which are articulated above the wheel center and at least two essentially below the wheel center, and the so-called tie rod viewed in the direction of travel behind the wheel center is articulated above or below it. With regard to the technical environment, reference is made, for example, to DE 44 08 571 A1.
Die sog. Fünf-Lenker-Achsen zeichnen sich prinzipiell durch optimale Gestaltungsfreiheit insbesondere hinsichtlich der kinematischen Verhältnisse unter besonderer Berücksichtigung der Elastokinematik aus. Probleme bereiten kann jedoch das sog. Bauraum-Management, d.h. wie der zur Verfügung stehende Bauraum unter Berücksichtigung aller möglichen Relativbewegungen zwischen den einzelnen Bauteilen bestmöglich genutzt wird, ohne als Folge dieser Lenker-Bewegungen unerwünschte Fahrverhal- tens-Reaktionen in Kauf nehmen zu müssen.The so-called five-link axles are characterized in principle by optimal design freedom, particularly with regard to the kinematic conditions, with particular attention to the elastokinematics. However, the so-called installation space management, i.e. how the available space is used in the best possible way, taking into account all possible relative movements between the individual components, without having to put up with undesirable driving behavior reactions as a result of these handlebar movements.
Hiermit soll nun eine Hinterachse nach dem Oberbegriff des Anspruchs 1 aufgezeigt werden, die sich durch eine besonders günstige Bauraum- Nutzung auszeichnet (= Aufgabe der vorliegenden Erfindung). Die Lösung dieser Aufgabe ist dadurch gekennzeichnet, dass die beiden oberen Querlenker in Fahrtrichtung betrachtet vor einem Federelement und/oder Dämpferelement liegen, welches zwischen dem Fahrzeug-Aufbau und einem der unteren Lenker angeordnet ist. Vorteilhafte Aus- und Weiterbildungen sind Inhalt der Unteransprüche.This is now to show a rear axle according to the preamble of claim 1, which is characterized by a particularly favorable use of space (= object of the present invention). This object is achieved in that the two upper wishbones, viewed in the direction of travel, lie in front of a spring element and / or damper element which is arranged between the vehicle body and one of the lower links. Advantageous training and further education are included in the subclaims.
Mit der angegebenen Anordnung der beiden oberen Querlenker, die beide in Fzg.-Fahrtrichtung betrachtet vor einem Federelement und/oder einem Dämpferelement, über welches sich der Fzg. -Aufbau auf der Hinterachse abstützt, liegen, lassen sich diese beiden Lenker relativ kurz bauend gestalten. Damit sind die Schwenkbewegungen, die diese oberen Lenker beim Ein- und Ausfedern des Aufbaus gegenüber der Achse ausführen, relativ gering, so dass die Möglichkeit einer Kollision eines dieser Lenker mit einem in diesem Bereich üblicherweise vorhandenen Karosserie-Längsträger deutlich reduziert wird. So ist es eine im wesentlichen geradlinige oder allenfalls geringfügig gekröpfte Lenkergestaltung möglich, womit sich eine höhere Steifigkeit als bei einem stark gekröpften Lenker ergibt. Ein steiferer Lenker kann dann vorteilhafterweise über einfache, zuverlässige Gummila- ger gelagert werden und benötigt keine aufwendige bspw. Kugelkopf- Lagerung. Trotz optimal - hinsichtlich Steifigkeitsanforderungen - ausgelegtem Karosserie-Längsträger können die erfindungsgemäß angeordneten oberen Querlenker somit unter Erzielung auch kinematischer Vorteile absolut geradlinig gestreckt ausgeführt sein.With the specified arrangement of the two upper wishbones, both viewed in the vehicle direction of travel in front of a spring element and / or a damper element over which the vehicle body is supported on the rear axle, these two links can be made relatively short , The pivoting movements that these upper links make when the body is deflected and rebounded relative to the axle are therefore relatively small, so that the possibility of a collision between one of these links and a body side member usually present in this area is significantly reduced. It is thus possible to design the handlebar in a substantially straight line or at most slightly cranked, which results in a higher rigidity than in the case of a cranked handlebar. A stiffer handlebar can then advantageously be mounted using simple, reliable rubber bearings and does not require any complex, for example, ball-head mounting. In spite of the optimally designed body longitudinal member - with regard to rigidity requirements - the upper wishbones arranged according to the invention can thus be designed to be absolutely straight, while also achieving kinematic advantages.
Bezüglich der in Fzg.-Fahrtrichtung hinter (sowie unterhalb oder oberhalb) dem/des Rad-Mittelpunkt(es) am Radträger angelenkten Spurstange, die einen der drei unteren Lenker darstellt, sei darauf hingewiesen, dass durch diese Anordnung die Spurstange relativ lang bauend ausgebildet werden kann, woraus sich vorteilhafterweise eine geringere Toleranz-Empfindlichkeit ergibt. Im entsprechenden Gelenk (insbesondere zwischen Spurstange und Radträger) ist daher eine geringere Kardanik und Torsion aufzunehmen, was auch hier die Verwendung von einfachen Gummilagern (anstelle von Kugelgelenken) erlaubt. Im übrigen lässt sich mit einer derartigen Spurstangen-Anordnung auf relativ einfache Weise einer Hinterrad-Lenkung realisieren.Regarding the tie rod articulated in the direction of travel behind (and below or above) the wheel center (es) on the wheel carrier, which is one of the three lower links, it should be noted that this arrangement makes the tie rod relatively long can be, which advantageously results in a lower tolerance sensitivity. In the corresponding joint (especially between tie rod and Therefore, a lower gimbal and torsion has to be absorbed, which also allows the use of simple rubber bearings (instead of ball joints). Moreover, with such a tie rod arrangement, rear wheel steering can be implemented in a relatively simple manner.
Verläuft die Spurstange in einer zur Fahrbahn parallelen Ebene gegenüber der Fzg.-Querrichtung angestellt, d.h. liegt in einer Draufsicht auf die Hinterachse ein Pfeilungswinkel der Spurstange vor, so wird eine geometri- sehe Lage der wirksamen Spreizachse ermöglicht, die sowohl im Antriebsfall, wenn die Kräfte zwischen Rad und Fahrbahn am Radmittelpuhkt angreifen, als auch im Bremsfall, wenn diese Kräfte im Radaufstandspunkt wirken, eine elastokinematische Vorspuränderung bewirkt, die eine neutrale bzw. stabilisierende Wirkung auf das Gesamtfahrzeug hat. Insbesondere gilt dies, wenn entweder der sog. Triebkrafthebelarm oder der sog. Bremskrafthebelarm betragsmäßig klein ist und diese beiden Hebelarme betragsmäßig unterschiedlich sind. In anderen Worten ausgedrückt heißt dies, dass die Spreizachse der Radaufhängung entweder nahezu durch den Radmittelpunkt oder nahezu durch den Mittelpunkt der Radaufstandsfläche verläuft, d.h. einem dieser genannten Mittelpunkte sehr nahe ist oder einen dieser genannten Mittelpunkte sogar durchdringt. Bevorzugt kann dabei der sog. Pfeilungswinkel der Spurstange in der Größenordnung von 3° bis 25° liegen.If the tie rod runs in a plane parallel to the carriageway opposite the transverse direction of the vehicle, i.e. If there is a sweeping angle of the tie rod in a top view of the rear axle, a geometrical position of the effective expansion axle is made possible, which applies both in the drive case when the forces between the wheel and the road act on the wheel center, and in the braking case when these forces in the Wheel contact point act, causes an elastokinematic toe-in change, which has a neutral or stabilizing effect on the entire vehicle. This applies in particular if either the so-called driving lever arm or the so-called braking lever arm is small in terms of amount and these two lever arms are different in terms of amount. In other words, the spreading axis of the wheel suspension runs either almost through the center of the wheel or almost through the center of the wheel contact patch, i.e. is very close to one of these mentioned centers or even penetrates one of these mentioned centers. Preferably, the so-called arrow angle of the tie rod can be in the order of 3 ° to 25 °.
Mit den Merkmalen des Anspruchs 3, nämlich dass die radtragerseitigen Anlenkpunkte der beiden oberen Lenker und/oder der unteren Lenker gegeneinander höhenversetzt sind, ist abermals ein Bauraum-Gewinn erzielbar, da keine Kollision zwischen den Verschraubungselementen oder dgl. zwischen einander benachbarten Lenkern und dem Radträger erfolgt. Insbesondere ist es damit möglich, die beiden oberen Querlenker sowie den unteren .Querlenker und den (unteren) Längslenker besonders nahe nebeneinander am Radträger anzulenken, was insbesondere für die Lage der wirksamen Spreizachse wichtig bzw. von Vorteil ist. Günstige kinematische Verhältnisse können dabei eingestellt werden, wenn weder die beiden oberen Lenker noch der untere Querlenker und der (untere) Längslenker eine jeweils gemeinsame Ebene beschreiben.With the features of claim 3, namely that the articulation points of the two upper links and / or the lower links are offset relative to one another in terms of height, a further gain in installation space can be achieved since there is no collision between the screwing elements or the like between adjacent links and the wheel carrier he follows. In particular, it is possible to link the two upper wishbones as well as the lower wishbones and the (lower) trailing arms particularly close to each other on the wheel carrier, which is particularly important for the position the effective spreading axis is important or advantageous. Favorable kinematic conditions can be set if neither the two upper links, nor the lower wishbones and the (lower) trailing links describe a common plane.
In Anspruch 5 ist eine hinsichtlich der Fertigung und Montage vorteilhafte Gestaltung der Spurstange angegeben. Zumeist werden Lenker auf sog. zweischnittige Weise endseitig angelenkt, d.h. eine Befestigungslasche oder dg!., die am Radträger oder am Fzg. -Aufbau bzw. einem sog. Fahrschemel oder Achsträger vorgesehen ist, liegt an den beiden einander gegenüberliegenden Seiten des Lenker-Auges oder dgl. an. Insbesondere mit einer relativ lange ausgebildeten und dabei wie vorgeschlagen gepfeilt angeordneten Spurstange ist (auch aufgrund der bereits erwähnten Toleranz- Unempfindlichkeit) auch am Fahrschemel oder Achsträger eine sog. einschnittige Anlenkung möglich, die vorteilhafterweise eine kurze Baulänge dieses Fahrschemels oder Achsträgers ermöglicht. Bevorzugt ist diese einschnittige Anbindung oder Verschraubung am Fahrschemel dabei derart gestaltet, dass dort eine strukturversteifende Verbindung (bspw. in Form einer angeschweißten Distanzbuchse) zwischen einander benachbarten Wänden eines Trägerteils des Fahrschemels vorgesehen ist, durch welche ein Bolzen- oder Schraubenelement der einschnittigen Anbindung hindurchgeführt ist. Auf diese Weise kann die gesamte Biegesteifigkeit des an dieser Stelle zur Verfügung stehenden Trägerteil- bzw. Fahrschemel-Querschnitts für die einschnittige Lenker-Anbindung genutzt werden.Claim 5 specifies an advantageous design of the tie rod with regard to manufacture and assembly. Mostly, handlebars are articulated at the ends in a so-called two-section manner, i.e. A fastening strap or the like, which is provided on the wheel carrier or on the vehicle body or a so-called subframe or axle carrier, rests on the two opposite sides of the handlebar eye or the like. In particular, with a relatively long track rod, which is arranged as a arrow, as proposed, a so-called single-section linkage is also possible on the subframe or axle support (also due to the tolerance insensitivity mentioned above), which advantageously enables a short overall length of this subframe or axle support. This one-section connection or screw connection on the subframe is preferably designed in such a way that there is a structurally stiffening connection (for example in the form of a welded-on spacer) between adjacent walls of a carrier part of the subframe, through which a bolt or screw element of the single-section connection is passed , In this way, the entire bending stiffness of the cross-section of the support part or subframe available at this point can be used for the one-piece link connection.
Wie grundsätzlich bekant, können sämtliche Lenker einer erfindungsgemäßen Hinterachse direkt oder indirekt letztlich an einem einen Tragrahmen bildenden Hinterachsträger angebunden sein, wodurch insbesondere die Montage der gesamten Achseinheit vereinfacht wird. Dies sowie weitere vorteilhafte Merkmale geht auch aus der folgenden Beschreibung eines bevorzugten Ausführungsbeispiels hervor, von dem in der beigefügten Figur 1 eine räumliche Ansicht dargestellt ist, während Figur 2 eine Draufsicht und Figur 3 eine Ansicht von hinten jeweils auf die in Fahrtrichtung betrachtet linke Hälfte einer erfindungsgemäßen PKW-Hinterachse zeigt. Figur 4 zeigt ferner eine Seitenansicht. Erfindungswesentlich können dabei sämtliche näher beschriebenen Merkmale sein.As is generally known, all of the links of a rear axle according to the invention can ultimately be connected directly or indirectly to a rear axle support forming a support frame, which in particular simplifies the assembly of the entire axle unit. This and other advantageous features are also apparent from the following description of a preferred exemplary embodiment, of which in the accompanying figure 1 shows a spatial view, while FIG. 2 shows a top view and FIG. 3 shows a view from the rear of the left half of a car rear axle according to the invention when viewed in the direction of travel. Figure 4 also shows a side view. All features described in more detail can be essential to the invention.
Mit der Bezugsziffer 1 ist ein sog. Hinterachsträger oder Fahrschemel bezeichnet, der im wesentlichen über vier Befestigungsstellen mit dem nicht dargestellten Fzg.-Aufbau verbunden ist. Zwei beidseitig des Hinterachsträ- gers 1 vorgesehene Radträger 2 (in sämtlichen Figuren ist lediglich der in Fahrtrichtung FR linksseitige Radträger 2 dargestellt) sind über jeweils fünf Lenker 11 , 12, 13, 14, 15 gelenkig am Hinterachsträger 1 aufgehängt. Ferner erkennt man ein im Hinterachsträger 1 zentral aufgehängtes Hinterachsgetriebe 3 mit integriertem Differential, von dem jeweils eine Abtriebswelle 4 zu den an den Radträgern 2 vorgesehenen, nicht detailliert dargestellten Naben für die (in den Figuren 1 und 4 lediglich abstrakt dargestellten) Fzg.- Hinterräder 7 führen.Reference number 1 denotes a so-called rear axle support or subframe, which is connected to the vehicle body (not shown) essentially via four fastening points. Two wheel carriers 2 provided on both sides of the rear axle carrier 1 (only the wheel carrier 2 on the left in the direction of travel FR is shown in all the figures) are articulated on the rear axle carrier 1 by means of five links 11, 12, 13, 14, 15. Furthermore, one can see a rear axle drive 3, centrally suspended in the rear axle support 1, with an integrated differential, from each of which an output shaft 4 to the hubs provided on the wheel supports 2, not shown in detail, for the vehicle rear wheels (shown only abstractly in FIGS. 1 and 4) 7 lead.
Neben den bereits genannten Elementen erkennt man beidseitig jeweils ein Federelement 6 sowie einen neben diesem angeordneten Dämpfer 5, über die der (nicht dargestellte) Fzg. Aufbau im wesentlichen in Vertikalrichtung auf der Hinterachse, genauer auf einem der unteren Quer-Lenker, nämlich dem sog. Feder-Dämpfer-Lenker 11 abgestützt ist. In diesem Zusammenhang sei darauf hingewiesen, dass die Fzg.-Querrichtung durch den Pfeil Q dargestellt ist, während die Fzg.-Längsrichtung gleich der Fzg.-Fahrtrichtung, die durch den Pfeil FR dargestellt ist, ist.In addition to the elements already mentioned, a spring element 6 and a damper 5 arranged next to each one can be seen on both sides, via which the vehicle body (not shown) essentially in the vertical direction on the rear axle, more precisely on one of the lower transverse links, namely the so-called Spring-damper link 11 is supported. In this context, it should be noted that the vehicle transverse direction is represented by the arrow Q, while the vehicle longitudinal direction is equal to the vehicle travel direction, which is represented by the arrow FR.
Neben dem (unteren) Feder-Dämpfer-Lenker 11 ist ein weiterer Lenker 12 unterhalb des Rad-Mittelpunktes M (bzw. der horizontal verlaufenden Rad- Mittelpunktslinie M) am Radträger 2 angelenkt, der als Längslenker 12 bezeichnet wird, wenngleich sich dieser Längs-Lenker 12 auch in Fzg.- Querrichtung Q erstreckt. Schließlich ist ein dritter Lenker 13 hier ebenfalls unterhalb des Rad-Mittelpunktes M am Radträger 2 angelenkt, und zwar die sog. Spurstange 13. (Alternativ kann sich diese Spurstange 13 jedoch auch in der Höhe des Rad-Mittelpunktes M oder oberhalb desselben befinden).In addition to the (lower) spring-damper link 11, a further link 12 is articulated below the wheel center M (or the horizontally running wheel center line M) on the wheel carrier 2, which is referred to as a trailing arm 12, although this longitudinal Handlebar 12 also in vehicle Cross direction Q extends. Finally, a third link 13 is also articulated here below the wheel center M on the wheel carrier 2, namely the so-called tie rod 13. (Alternatively, this tie rod 13 can also be located at the height of the wheel center M or above it).
Neben diesen bislang genannten am Radträger 2 angebundenen Lenkern 11 , 12, 13 sind noch zwei oberhalb des Rad-Mittelpunktes M am Radträger 2 angebundene Lenker 14, 15 vorgesehen. Diese beiden Lenker verlaufen in Fahrtrichtung FR betrachtet vor dem Federelement 6 sowie dem Dämpfer 5, mit den weiter oben genannten Vorteilen. In Vertikalrichtung V (vgl. Ansicht von hinten, Fig.3) liegen die Anlenkpunkte 14a, 15a dieser oberen Qüer- Lenker 14, 15 übereinander, und gleiches gilt auch für deren nicht separat bezeichneten Anlenkpunkte am Hinterachsträger 1 , nachdem die beiden oberen Quer-Lenker 14, 15 in der Vertikalebene (entspricht der Zeichenebe- ne von Fig.3) betrachtet im wesentlichen parallel zueinander verlaufen. Da sie jedoch in der Horizontalebene betrachtet (vgl. Fig.2) nicht parallel zueinander sind, beschreiben diese beiden oberen Lenker 14, 15 keine gemeinsame Ebene.In addition to these previously mentioned links 11, 12, 13 connected to the wheel carrier 2, two links 14, 15 connected to the wheel carrier 2 above the wheel center M are also provided. These two links run in the direction of travel FR viewed in front of the spring element 6 and the damper 5, with the advantages mentioned above. The articulation points 14a, 15a of these upper crossbars 14, 15 lie one above the other in the vertical direction V (see view from the rear, FIG. 3), and the same also applies to their articulation points on the rear axle support 1, which are not identified separately, after the two upper transverse Handlebars 14, 15 in the vertical plane (corresponding to the drawing plane of FIG. 3), viewed essentially parallel to one another. However, since they are not parallel to each other when viewed in the horizontal plane (see FIG. 2), these two upper links 14, 15 do not describe a common plane.
Gleiches gilt für die beiden unteren Lenker 11 , 12, nämlich den Feder- Dämpfer-Lenker 11 sowie den Längslenker 12. Auch die Spurstange 13, die zur Erzielung der oben beschriebenen Vorteile wie gezeigt (und dabei insbesondere unter einem Pfeilungswinkel φ in der Größenordnung von 10°) angeordnet ist, liegt wie weiter oben ausführlich beschrieben. Dabei ist die Spurstange 13 wie ersichtlich einschnittig sowohl am Radträger 2 als auch am Hinterachsträger 1 angelenkt, und zwar konkret an einem Querträger 1a desselben, wie am besten aus den Figuren 2, 3 hervorgeht. Hierin erkennt man eine Bolzenschraube 8, die ein im Spurstangen-Auge vorgesehenes Gummilager sowie die Rückwand und Vorderwand des bspw. als Hohlprofil oder U-Profil ausgebildeten Querträgers 1a durchdringt, wobei in diesem Bereich zwischen der Querträger-Vorderwand und -Rückwand eine (figürlich nicht dargestellte) Distanzbuchse eingeschweißt sein kann, längs deren Achse die Bolzenschraube 8 verläuft, und die diese einschnittige Anlenkung vorteilhaft versteift.The same applies to the two lower links 11, 12, namely the spring-damper link 11 and the trailing link 12. Also the tie rod 13, as shown to achieve the advantages described above (and in particular at an arrow angle φ of the order of magnitude) 10 °) is arranged, as described in detail above. As can be seen, the tie rod 13 is articulated in one piece on both the wheel carrier 2 and the rear axle carrier 1, specifically on a cross member 1a thereof, as best seen in FIGS. 2, 3. Here you can see a bolt 8 which penetrates a rubber bearing provided in the tie rod eye and the rear wall and front wall of the cross member 1a, which is designed, for example, as a hollow profile or U profile, with a (figuratively) between the cross member front wall and rear wall (not shown) spacer can be welded, along the axis of which the bolt 8 runs, and which advantageously stiffens this one-cut linkage.
Die beschriebene Hinterachse zeichnet sich durch einen äußerst kompakten Aufbau mit den oben beschriebenen Vorteilen aus, wobei noch darauf hingewiesen sei, dass durchaus eine Vielzahl von Details insbesondere konstruktiver Art abweichend vom gezeigten Ausführungsbeispiel gestaltet sein kann, ohne den Inhalt der Patentansprüche zu verlassen. The rear axle described is characterized by an extremely compact structure with the advantages described above, although it should also be pointed out that a large number of details, in particular of a constructive nature, can deviate from the exemplary embodiment shown without departing from the content of the claims.

Claims

Patentansprüche claims
1. Hinterachse eines Fahrzeugs, insbesondere eines Personenkraftwagens, deren Radträger (2) durch fünf einzelne Lenker (1 1 , 12, 13, 14, 15) geführt ist, von denen zumindest zwei (14, 15) oberhalb des Radmittelpunktes (M) und zumindest zwei (1 1 , 12) im wesentlichen unter- halb des Radmittelpunktes (M) angelenkt sind, und wobei die sog.1. Rear axle of a vehicle, in particular a passenger car, the wheel carrier (2) of which is guided by five individual links (1 1, 12, 13, 14, 15), of which at least two (14, 15) above the wheel center (M) and at least two (1 1, 12) are articulated essentially below the wheel center (M), and the so-called
Spurstange (13) in Fahrtrichtung (FR) betrachtet hinter dem Radmittelpunkt (M) oberhalb oder unterhalb desselben angelenkt ist, dadurch gekennzeichnet, dass die beiden oberen Querlenker (14, 15) in Fahrtrichtung (FR) betrachtet vor einem Federelement (6) und/oder Dämpferelement (7) liegen, welches zwischen dem Fahrzeug-Aufbau und einem der unteren Lenker (11 , 12) angeordnet ist.Tie rod (13) viewed in the direction of travel (FR) is articulated behind or above the wheel center (M), characterized in that the two upper wishbones (14, 15) viewed in the direction of travel (FR) in front of a spring element (6) and / or damper element (7), which is arranged between the vehicle body and one of the lower links (11, 12).
2. Hinterachse nach Anspruch 1 , dadurch gekennzeichnet, dass die Spurstange (13) gegenüber der Fzg. -Querrichtung (Q) um einen sog. Pfeilungswinkel (φ) in der Größenordnung von 3° bis 25° angestellt ist.2. Rear axle according to claim 1, characterized in that the tie rod (13) is set with respect to the vehicle transverse direction (Q) by a so-called sweep angle (φ) in the order of 3 ° to 25 °.
3. Hinterachse nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die radtragerseitigen Anlenkpunkte (14a, 15a) der beiden oberen Lenker (14, 15) und/oder der unteren3. Rear axle according to claim 1 or 2, characterized in that the wheel carrier-side pivot points (14a, 15a) of the two upper links (14, 15) and / or the lower
Lenker (11 , 12, 13) gegeneinander höhenversetzt sind. Hinterachse nach einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass weder die beiden oberen Lenker (14, 15) noch der untere Querlenker (11) und der (untere) Längslenker (12) eine jeweils gemeinsame Ebene beschreiben.Handlebars (11, 12, 13) are offset in height from each other. Rear axle according to one of the preceding claims, characterized in that neither the two upper links (14, 15) nor the lower transverse link (11) and the (lower) longitudinal link (12) describe a respective common plane.
Hinterachse nach einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die Spurstange (13) zumindest an einem Ende einschnittig angelenkt ist.Rear axle according to one of the preceding claims, characterized in that the tie rod (13) is articulated in one piece at least at one end.
Hinterachse nach einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die sämtliche Lenker (11 - 15) direkt oder indirekt letztlich an einem einen Tragrahmen bildenden Hinterachsträger (1) angebunden sind. Rear axle according to one of the preceding claims, characterized in that all of the links (11-15) are ultimately directly or indirectly connected to a rear axle support (1) forming a supporting frame.
EP02745353A 2001-07-10 2002-06-04 Rear axle of a passenger vehicle with five individual links Revoked EP1404536B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10133424 2001-07-10
DE10133424A DE10133424A1 (en) 2001-07-10 2001-07-10 Rear axle for vehicle has upper two of five individual rods set in front of spring and/or damper element mounted between vehicle superstructure and one of lower guide rods
PCT/EP2002/006076 WO2003008212A1 (en) 2001-07-10 2002-06-04 Rear axle of a passenger vehicle with five individual links

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EP1404536A1 true EP1404536A1 (en) 2004-04-07
EP1404536B1 EP1404536B1 (en) 2005-10-12

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EP (1) EP1404536B1 (en)
JP (1) JP2004521826A (en)
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JP2004521826A (en) 2004-07-22
US20040140641A1 (en) 2004-07-22
US7048286B2 (en) 2006-05-23
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DE50207872D1 (en) 2006-09-28
WO2003008212A1 (en) 2003-01-30
EP1404536B1 (en) 2005-10-12

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